Altitude augmentation system

ABSTRACT

Systems and methods of augmenting the thrust of the prime power engine(s) of an aircraft from a tank of compressed gas are described herein.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a non-provisional application of, and claimspriority under 35 USC § 119(e) to, U.S. provisional 62/633,815, filedFeb. 22, 2018, the entire contents of which are incorporated byreference.

TECHNICAL FIELD

This disclosure relates to power systems and, in particular, to powersystems in aircraft.

BACKGROUND

Power systems in aircraft suffer from a variety of drawbacks,limitations, and disadvantages. Accordingly, there is a need forinventive systems, methods, components, and apparatuses describedherein.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments may be better understood with reference to the followingdrawings and description. The components in the figures are notnecessarily to scale. Moreover, in the figures, like-referenced numeralsdesignate corresponding parts throughout the different views.

FIG. 1 is a schematic diagram of an example of a compressed gas powerand thermal management system that uses compressed gas from a tank toboth cool a load and drive a turbine;

FIG. 2 illustrates an example of a system in which a heat exchanger isin fluid communication with a turbine via a combustor;

FIG. 3 is a schematic diagram of an example of a compressed gas powerand thermal management system that includes two engines;

FIG. 4 illustrates another example of a compressed gas power and thermalmanagement system;

FIG. 5 illustrates a portion of a system that includes additionalcomponents;

FIG. 6 illustrates a flow diagram of example steps for providing powerand thermal management;

FIG. 7 is a schematic diagram of an example of an augmented thrustsystem;

FIG. 8 is a schematic diagram of a second example of an augmented thrustsystem; and

FIG. 9 illustrates a flow diagram of example steps for augmenting thethrust of the prime power engine of the aircraft.

DETAILED DESCRIPTION

Typical heat engine power solutions may have problems at high altitudes,such as altitudes greater than 40,000 feet. In some examples, suchproblems may be encountered at high altitudes of 30,000 feet or greater.In particular, engines may be de-rated due to the relatively low ambientair pressure at such altitudes. An aircraft typically has a prime powerpeak altitude. The prime power peak altitude of the aircraft is analtitude at which the maximum thrust available from the prime powerengine(s) of the aircraft just balances out with the available lift anddrag of the aircraft. The prime power peak altitude. Accordingly, thelimitation on the power that is available from the prime powerengines(s) at high altitudes has an effect on the prime power peakaltitude of the aircraft.

There are times when it may be desirable to bring the aircraft to analtitude that is higher than the prime power peak altitude of theaircraft, even if the aircraft is to remain there only for a relativelyshort time. For example, an observer or an optical sensor on theaircraft may see to the horizon, and the distance to the horizonincrease with altitude. Consequently, bringing the aircraft higher mayenable the observer or the optical sensor to see further in thedistance. The ability to see further in the distance may have more valueif the aircraft cannot travel closer to an object because the aircraftcannot enter the airspace between the aircraft and the object. In otherexamples, a temporary altitude gain may be useful in order to avoid anenemy threat, such as an incoming missile, to enable further reach as acommunication node to other assets, and/or to move an onboard directedenergy weapon to a higher altitude in order to decrease atmosphericeffects on the output of the directed energy weapon.

Systems and methods for augmenting the thrust of the prime powerengine(s) of an aircraft form a tank of compressed gas are describedherein. Such systems and methods may enable an aircraft to exceed aprime power peak altitude of the aircraft.

The de-rating of engines at high altitudes may also make it difficult toprovide a relatively large amount of electrical power at higheraltitudes using a typical heat engine to drive a generator. If an engineis sized to provide the electrical power just mentioned in addition topowering an aircraft at such altitudes, then the engine may be oversizedfor other operating conditions, such as operating at lower altitudes,resulting in being less fuel efficient under other operating conditions.Counterintuitively, it may also be difficult to provide cooling ofelectronics at extremely high altitudes—there may not be enough air flowto allow effective heat exchange with conventional systems.

Systems and methods are described herein that use compressed gas (suchas compressed air) to drive a turbine, which powers a generator, whereexcess cooling capacity from the expanded gas may cool an electricalload that is powered by the generator. The system may be included in anaircraft, for example. For example, the system may be included in afuselage, a wing, a nose, or any other part of the aircraft. The systemmay have other applications as well, and not necessarily at higheraltitudes. For example, the system may be a portable system carried by aperson. Such a system may be worn, for example, on a person's back. Insome examples, the system may be arranged in a backpack. As anotherexample, the system may be included in a land or water based vehiclesuch as a truck or a boat.

In one example, a power and thermal management system is provided thatincludes a tank of compressed gas, a heat exchanger, a turbine, and anelectric generator. The heat exchanger is configured to receive aportion of the compressed gas from the tank at a lower pressure than inthe tank. The turbine is configured to be driven by the compressed gasfrom the tank that passes through the heat exchanger. The electricgenerator is configured to be mechanically powered by the turbine. Thesystem is configured as a primary electric power source for a loadexternal to the power and thermal management system, and the heatexchanger is configured to cool the load from an expansion of thecompressed gas released from the tank.

FIG. 1 is a schematic diagram of an example of a compressed gas powerand thermal management system 100 that uses compressed gas from a tank108 to both cool a load 102 and drive a turbine 104. The turbine 104powers a generator 106, which generates electricity for the load 102.The system 100 in the example shown includes the tank 108 of compressedgas, an expansion valve 110, a heat exchanger, the turbine 104, and thegenerator 106.

The system 100 illustrated in FIG. 1 may be an integrated power andthermal management system. An integrated power and thermal managementsystem (IPTMS) is considered “integrated” because electrical powergenerated by the IPTMS may power one or more devices within the IPTMS,such as components of the thermal management system. Alternatively or inaddition, the thermal management system may cool and/or heat componentsof the power management/generation system, such as the powerelectronics, the gearbox, generator, or any other component of the powermanagement/generation system.

Alternatively, the system 100 may not be an integrated power and thermalmanagement system. For example, the thermal management components of thesystem 100, such as the heat exchanger 112 and the coolant loop 114, maynot cool any component of the power management/generation system, suchas the generator 106 and the turbine 104, and the powermanagement/generation components of the system 100 may not power anycomponent of the thermal management system.

The load 102 may include any device or combination of devices thatconsumes electricity that may benefit from cooling and/or heating, andwhich is not part of the system 100. The load 102 excludes any componentof the system 100 that generates or prepares electricity for deliveryand further excludes any component of the system 100 that provides ormanages cooling. Examples of the load 102 may include solid stateelectronics, a light-emitting diode (LED), an analog circuit, a digitalcircuit, a computer, a server, a server farm, a data center, a circuitthat imposes a hotel load such as vehicle electronics, a circuit thatimposes a primary load, a component of an aircraft, avionics, adirected-energy weapon, a laser, a plasma weapon, a railgun, a microwavegenerator, a pulse-powered device, a satellite uplink, an electricallypowered machine, an electric motor, and any other electronic device thatmay benefit from heating and/or cooling. Examples of the directed-energyweapon may include a microwave weapon, a laser weapon, a pulsed energyprojectile, a dazzler, a particle-beam weapon, a plasma weapon, and asonic weapon.

The system 100 may be configured as a sole power source or a primarypower source for the load 102. Alternatively, the system 100 may beconfigured as a backup power source or a supplementary power source forthe load 102. The system 100 is configured as a primary power source forthe load 102 if the system 100 is configured to power to the load 102under typical operation of the load 102 and, under typical operation ofthe load 102, less than 85 percent of the electric power provided to theload 102 comes from any power source (or combination of power sources)that do not rely on compressed gas from a tank to power a turbine. Thesystem 100 is configured as a sole power source if no other power sourceis configured to provide power to the load 102.

The tank 108 of compressed gas may be in fluid communication with theexpansion valve 110, which in turn may be in fluid communication with aninlet of the heat exchanger 112. An outlet of the heat exchanger may bein fluid communication with the turbine 104. The turbine 104 may bemechanically coupled to the generator 106 such that the turbine 104 maydrive the generator 106. The generator 106 may be electrically coupledto load 102. The heat exchanger 112 may be configured to transfer heat,for example via cooling fluid in a coolant loop 114, from the load 102to the gas within the heat exchanger 112.

During operation of the system 100, compressed gas in the tank 108expands as the gas passes through the expansion valve 110. The gas maycool substantially as a result of expanding through the expansion valve110. For example, the cooled, expanded gas may be around minus 200degrees Fahrenheit. The cooled, expanded gas may pass through the heatexchanger 112, thereby cooling the cooling fluid in the coolant loop 114in order to cool the load 102 either via the cooling fluid directly asshown or through one or more thermal management components (not shown).Alternatively or in addition, the heat exchanger 112 may transfer heatfrom the load 102 to the expanded gas in the heat exchanger 112 usingany other mechanism.

The gas exiting the heat exchanger 112 may be warmer than the gas thatentered the heat exchanger 112 as a result of the heat transferred fromthe load 102 to the gas in the heat exchanger. Although at a lowerpressure than the gas in the tank 108, the gas exiting the heatexchanger 112 may still be compressed as compared to the ambient gas orair in the atmosphere around the system 100. This compressed gas mayflow past blades in the turbine 104 and into ambient gas or air in theatmosphere. As a result, the blades may rotate a rotor in the turbine104, which in turn mechanically powers the generator 106 so that thegenerator 106 generates electricity. The electricity generated by thegenerator 106 may be supplied to the load 102. In other words, duringthe operation of the system 100, the system 100 uses the compressed gasin the tank 108 to electrically power the load 102 and thermally coolthe load 102.

The turbine 104 may be any device or machine configured to transferkinetic energy of fluid into rotational energy. Alternatively or inaddition, the turbine 104 may be any device that extracts energy from acontinuously moving stream of fluid. The turbine 104 may be a devicecomprising a rotor and one or more blades coupled to the rotor, wherethe rotor is configured to rotate if fluid, such as a gas, flowssufficiently fast past the one or more blades. The turbine 104 may be anaxial flow machine, a radial flow machine, or any other design.

The generator 106 may be any electric generator. The generator 106 maybe any device that converts motive power into electrical power. Examplesof the generator 106 include a direct current (DC) generator and/or analternating current (AC) generator.

The tank 108 for holding the compressed gas may be any vessel configuredto hold gas at a pressure higher than outside of the vessel. The tank108 may be made of metal, metal alloy, glass, or any other materialsuitable for containing one or more gases in the tank 108. The tank 108may be cylindrical, round, or any other shape. Examples of the gassesmay include air, oxygen, carbon dioxide, or any other gas.

The heat exchanger 112 may be any device configured to transfer heatbetween fluids or to transfer heat between a gas and a fluid. Examplesof the heat exchanger 112 may include air-to-air heat exchanger,air-to-fluid heat exchanger, a shell and tube heat exchanger, a plateheat exchanger, a plate and shell heat exchanger, a plate fin heatexchanger, a microchannel heat exchanger, a micro heat exchanger, amicro-scale heat exchanger, a microstructured heat exchanger, a directcontact heat exchanger, or any other type of heat exchanger.

The coolant loop 114 may include any a cooling path through which acoolant may circulate. The coolant may be any suitable coolant, such asair, water, inert gas, water-based coolant, oil, ethylene glycol,diethylene glycol, propylene glycol, polyalkylene glycol, Freon,refrigerant, anhydrous ammonia, or any other type of coolant.

The system 100 may be implemented in many different ways. For example,FIG. 2 illustrates an example of the system 100 in which the heatexchanger 112 is in fluid communication with the turbine 104 via acombustor 202. During operation of the system 100, the compressed gasfrom the tank 108 flows through the expansion valve 110 and into theheat exchanger 112 just as in the example shown in FIG. 1. However, inthe example shown in FIG. 2, the compressed gas leaving the heatexchanger 112 flows into the combustor 202. The compressed gas in thecombustor 202 is injected with a fuel and the fuel is burned. Theresulting exhaust gas from the combustor 202 then drives the turbine104. The fuel may be any type of jet fuel or other fuel suitable forburning in the combustor 202.

The combustor 202 may be a component where combustion takes place. Thecombustor 202 may also be referred to as a combustion chamber and/or aburner. The combustor 202 may be configured to mix and ignite thecompressed gas and fuel. In some examples, the combustor 202 may includeone or more fuel injectors, swirlers, and or other components. Examplesof the combustor 202 may include a can combustor, an annular combustor,a cannular combustor, or any other configuration of combustor.

The combination of the combustor 202 and the turbine 104 may be referredto as an engine. For example, the combustor 202 and the turbine 104 maybe components of a gas turbine engine. The engine may or may not includea compressor. The engine does not necessarily include the compressorbecause the engine may receive compressed gas from the tank 108 insteadfrom a compressor.

FIG. 3 is a schematic diagram of an example of the compressed gas powerand thermal management system 100 that includes two engines 302 and 304,each of which includes a corresponding combustor 202 and a correspondingturbine 104. The example of the system 100 shown in FIG. 3 includes thetank 108 of compressed gas, the expansion valve 110, the heat exchanger112, the two engines 302 and 304, two generators 106, power electronics306, and two gearboxes 308.

During operation of the system 100 shown in FIG. 3, the compressed gasfrom the tank 108 flows through the expansion valve 110 and into theheat exchanger 112 just as in the example shown in FIG. 1. However, inthe example shown in FIG. 3, the compressed gas leaving the heatexchanger 112 flows into the combustor 202 of the first engine 302. Thefuel fed into the combustor 202 may mix with the compressed gas, burn,and gas exiting the combustor 202 powers the turbine 104 of the firstengine 302.

Exhaust gas from the first engine 302 may flow into the combustor 202 ofthe second engine 304. The exhaust gas that enters the second engine 304may still be compressed relative to the ambient air around the system100. This compressed exhaust gas may flow into the combustor 202 of thesecond engine 304, where fuel is mixed with the compressed gas, burned,and gas exiting the combustor 202 powers the turbine 104 of the secondengine 304.

Each of the turbines 104 may power a corresponding one of the generators106 through, for example, a corresponding one of the gearboxes 308. Thegenerators 106 may in turn generate electricity that is supplied to theload 102 through, for example, the power electronics 306. The powerelectronics 306 may modify and/or combine the electricity generated bythe generators 106. For example, the power electronics 306 may convertAC from the generators 106 into DC. In some examples, one of thegenerators 106 may generate AC and the other may generate DC. In otherexamples, both of the generators 106 may generate AC. Alternatively,both of the generators 106 may generate DC.

However, the system 100 may include any suitable number of thegenerators 106, the gearboxes 308, and/or the power electronics 306. Forexample, FIG. 4 illustrates an example of the system 100 that does notinclude the power electronics 306 and includes only one generator 106and only one gearbox 308. The turbines 104 may have turbine drive shaftsgeared together so as to power the single generator 106. The electricitygenerated by the generator 106 may be provided directly to the load 102.In some examples of the system 100 that include multiple generators 106,the generators 106 may be synchronized using any suitablesynchronization mechanism so that the generators 106 each outputalternating current (AC) that is in phase with the AC that is generatedby the other respective generators.

The examples of the system 100 shown in FIG. 3 and FIG. 4 each includesthe two engines 302 and 304. In other examples, the system 100 mayinclude n number of the engines 302 and 304, where n is an integergreater than zero. In some configurations, the more engines 302 and 304that are included in the system 100, the more efficiently the system 100will be able use the compressed gas. Alternatively, the fewer engines302 and 304 included in the system 100, the less efficiently the system100 will be able to use the compressed gas. The more efficient the useof the compressed gas, the longer the compressed gas may last—assumingthat the power output is held constant. On the other hand, the moreengines 302 and 304 that are included in the system 100, the lessefficient the system 100 may use fuel; and conversely, the fewer theengines 302 and 304 that are included, the more efficiently the systemwill use fuel. However, efficiency may depend on many factors, so thesegeneral rules about efficiency may not apply in some configurations.

Alternatively, the system 100 may not include any engines 302 and 304that include the combustor 202. In this so-called “zero burner”configuration, the system 100 includes one or more turbines 104 none ofwhich include any corresponding combustor 202. The example shown in FIG.1 is one such “zero burner” configuration. In a “zero burner”configuration, the turbines 104 may be “chained together” in someexamples. When “chained together,” the turbines 104 may be arranged sothat the gas exiting each one of the turbines 104 flows into the nextturbine 104 in the chain until the gas exits the last turbine 104 in thechain. In some examples, one or more turbines 104 without acorresponding combustor 202 and/or engines 302 and 304 comprising theturbine 104 and the combustor 202 may be chained together.

In some examples, the system 100 may use the cooled, expanded gasdownstream of the expansion valve 110 to provide cooling for componentsother than the load 102, such as the generator(s) 106 and the powerelectronics 306. At the same time, the expanded gas may be powering theturbine(s) 104. Powering the turbine(s) 104 may mean directly powering,such as in the example shown in FIG. 1, or indirectly, such as in theexamples shown in FIGS. 3 and 4.

The system 100 may include additional, different, and/or fewercomponents than shown in the examples illustrated in FIGS. 1 to 4. Forexample, FIG. 5 illustrates a portion of the system 100 that includesadditional components, any of which may be used in combination with thecomponents in any of the other examples described herein. The additionalcomponents shown in FIG. 5 include a second expansion valve 510positioned downstream of the first heat exchanger 112, a second heatexchanger 512 positioned downstream of the second expansion valve 510, athird heat exchanger 512 arranged in the tank 108 of compressed gas, anda controller 550 configured to control one or more of the expansionvalves 110 and 510.

The third heat exchanger 512, which is located inside of the tank 108 ofcompressed gas, may be used to warm the gas in the tank 108 and,conversely, be used as a source of cooling. As the gas leaves the tank108 through the first expansion valve 110, the temperature of the gas inthe tank 108 may drop. The heat exchanger 512 in the tank 108 mayleverage that cooling effect to cool the load 102 or any other thermalload. In addition, heat transferred to the gas in the tank 108 via theheat exchanger 512 in the tank 108 may help avoid the compressed gas inthe tank 108 from liquefying through a drop in temperature. A coolantloop 540 (only part of which is shown in FIG. 5) may transfer the heatto the heat exchanger 512 in the tank 108 from some other component,such as the load 102.

By adjusting the flow of the gas through the first and second expansionvalves 110 and 510, the pressure drop through each of the expansionvalves 110 and 510 may be controlled by, for example, the controller550. As a result, the cooling capacity of each of first heat exchanger112 and second heat exchanger 512 may be controlled. Alternatively, ifthe system 100 did not include the second heat exchanger 512, then thecooling capacity of the first heat exchanger 112 may be controlled evenif the amount of compressed gas flowing through the second expansionvalve 510 to the turbine 104 and/or engine 302 or 304 is varied overtime. For example, the controller 550 may adjust the flow of thecompressed gas through the first and second expansion valves 110 and 510so as to maintain a substantially constant pressure drop between thefirst and second expansion valves 110 and 510 even though the amount ofcompressed gas flowing through the second expansion valve 510 to theturbine 104 and/or engine 302 or 304 is varied over time. In one suchexample, as the amount of compressed gas flowing through the secondexpansion valve 510 is increased, the amount of compressed gas flowingthrough the first expansion valve 110 may also be increased.

The amount of mechanical power generated by the turbine 104 may becontrolled by adjusting the amount of compressed gas that flows to theturbine 104. For example, the controller 550 may adjust the amount thatflows through the first expansion valve 110 and/or the second expansionvalve 510. The controller 550 may adjust, for example, a size of anopening through the first expansion valve 110 and/or the secondexpansion valve 510 so that a target flow rate to the turbine 104corresponds to a target power level of the turbine 104.

Even though two expansion valves 110 and 510 and two heat exchangers 112and 512 are shown arranged in series in FIG. 5, any number of expansionsvalves 110 and 510 and heat exchangers 112 and 512 may be arranged inparallel or in series. Each of the heat exchangers 112 and 512 may beused to cool the load 102 and/or any other thermal load.

The controller 550 may be any device that performs logic operations. Thecontroller 550 may be in communication with a memory (not shown). Thecontroller 550 may include a controller, engine control unit (ECU),engine control module (ECM), a general processor, a central processingunit, a computing device, an application specific integrated circuit(ASIC), a digital signal processor, a field programmable gate array(FPGA), a digital circuit, an analog circuit, a microcontroller, anyother type of processor, or any combination thereof. The controller 550may include one or more elements operable to execute computer executableinstructions or computer code embodied in the memory.

The memory may be any device for storing and retrieving data or anycombination thereof. The memory may include non-volatile and/or volatilememory, such as a random access memory (RAM), a read-only memory (ROM),an erasable programmable read-only memory (EPROM), or flash memory.Alternatively or in addition, the memory may include an optical,magnetic (hard-drive) or any other form of data storage device.

In some examples, the exhaust gas from the engine 302 or 304 (or fromthe last engine 302 or 304 in a series or chain) may operate to provideadditional thrust from the engine 302 or 304. Similarly, the exhaust gasexiting the turbine 104 may provide additional thrust even if theturbine 104 is not paired with the combustor 202 and/or the system 100is a “zero burner” configuration.

Alternatively or in addition, the exhaust gas may be used to create acondensation cloud. For example, the system 100 may include a water tank(not shown) from which water droplets may be sprayed into the exhaustgas to form the condensation cloud. The condensation cloud may be usedfor any purpose, such as signaling and/or as a countermeasure.

In some examples, carbon dioxide may be removed from the tank ofcompressed gas. Removing the carbon dioxide may help preventliquification of carbon dioxide, allowing colder temperatures to beattained with all-gaseous operation.

The system 100 may be configured to provide a predetermined averageamount of power for a predetermined amount of time. For example, thetank 108, the engines 302 and 34, and the generator(s) 106 may be sizedaccordingly. Alternatively or in addition, combustors 202 and/orexpanders may be added to the system 100 as needed in order to optimizea duty cycle for an application.

In some examples, the engine(s) 302 and 304 may supply power to and/orprovide propulsion for an aircraft. Examples of the aircraft may includea helicopter, an airplane, an unmanned space vehicle, a fixed wingvehicle, a variable wing vehicle, a rotary wing vehicle, an unmannedcombat aerial vehicle, a tailless aircraft, a hover craft, and any otherairborne and/or extraterrestrial (spacecraft) vehicle. Alternatively orin addition, the engine 302 and 304 may be utilized in a configurationunrelated to powering the aircraft.

FIG. 6 illustrates a flow diagram of example steps for providing powerand thermal management. The steps may include additional, different, orfewer steps than illustrated in FIG. 6. The steps may be executed in adifferent order than illustrated in FIG. 6.

Compressed gas may be released (602) from the tank 108 into the heatexchanger 112. For example, the compressed gas may flow through theexpansion valve 110 into the heat exchanger 112 downstream of theexpansion valve 110.

Heat from the load 102 may be transferred (604) to the compressed gas.For example, heat may be transferred to the compressed gas in the heatexchanger 112 via the coolant loop 114.

The turbine 104 may be driven (606) by the compressed gas. For example,the compressed gas that is heated in the heat exchanger 112 may bedirected to flow past the blades of the turbine 104.

The electric generator 106 may be mechanically powered (608) by theturbine 104. For example, the turbine 104 may turn a shaft that rotatescoils in the electric generator 106.

Electric power generated by the electric generator 106 may be provided(610) to the load 102 as a primary power source. The steps illustratedin FIG. 8 may be performed in parallel as the load 102 is continuouslypowered and cooled by the system 100.

FIG. 7 is a schematic diagram of an example of an augmented thrustsystem 700. The augmented thrust system 700 shown in FIG. 7 includes thecompressed gas power and thermal management system 100. The compressedgas power and thermal management system 100 is configured to augmentthrust generated by a prime power engine 702 of an aircraft 704. In theillustrated example, the compressed gas is exhausted by the turbine 104of the compressed gas power and thermal management system 100. Thecompressed gas that is exhausted by the turbine 104 is directed in anaft direction (or any other target direction) and, therefore, providesthrust for the aircraft 704. Examples of the prime power engine 702 ofthe aircraft 704 may include a gas turbine engine, a turbojet, aturboprop, an engine configured to turn a propeller, an electric fan, arocket engine, and/or any other type of aircraft propulsion engine.

During operation of the augmented thrust system 700, the prime powerengine 702 may provide forward thrust for the aircraft 704. However,under some conditions, the prime power engine 702 may not be able toprovide a target level of power. For example, at high altitude, theprime power engine 702 may not be able to generate as much power as atlower altitudes. To augment the prime power engine 702, the exhaust gasfrom the turbine 104, which is included in the compressed gas power andthermal management system 100, may provide additional thrust. Theaugmented thrust system 700 enables the aircraft 704 to exceed the primepower peak altitude using the additional thrust provided by theaugmented thrust system 700.

While the augmented thrust system 700 provides thrust for the aircraft704, the compressed gas power and thermal management system 100 may ormay not simultaneously provide electricity and/or cooling to the load102, such as avionics or a directed energy weapon. For example, load 102may not be operating while the augmented thrust system 700 providesthrust for the aircraft 704.

The augmented thrust system 700 may include any configuration of thecompressed gas power and thermal management system 100. Accordingly, oneor more of the engines 302 and 304 in the compressed gas power andthermal management system 100 may provide thrust for the aircraft 704.In some examples, a combination of the combustor 202 and the turbine 104may provide the thrust. Alternatively or in addition, one or more of theengines 302 and 304 that provides the additional thrust may include theturbine 104 without the corresponding combustor 202.

In some examples, the thrust generated by the augmented thrust system700 may be generated in order to achieve a temporary increase inaltitude of the aircraft 704. Alternatively or in addition, theaugmented thrust system 700 may enable a “zoom-climb”. A zoom climb iswhere a rate of climb of the aircraft 704 exceeds a maximum sustainedclimb as determined by the maximum thrust of the prime power engine(s)702.

FIG. 8 is a schematic diagram of a second example of the augmentedthrust system 700. The augmented thrust system 700 illustrated in FIG. 8includes a nozzle 802 in fluid communication with the tank 108 that isincluded in the compressed gas power and thermal management system 100.In such an example, the compressed gas may be released through thenozzle 802 in order to provide the additional thrust for the aircraft704. The compressed gas may or may not flow through the turbine 104. Inother words, the tank 108 of the compressed gas may, in some examples,be used only for providing thrust and not for generating electric powerand/or not for cooling any component while providing the thrust.

The examples of the augmented thrust system 700 shown in FIGS. 7 and 8provide additional thrust by directing the compressed gas in thedirection 706 that is opposite of the desired thrust. In other words,when the system 700 expels or accelerates mass (the compressed gas) inone direction, the accelerated mass will cause a force of equalmagnitude but opposite direction on that system 700 and/or on theaircraft 704 in which the system 700 is located. Alternatively or inaddition, the electricity generated by the compressed gas power andthermal management system 100 may be used to generate additional thrustby driving one or more electric fans (not shown) and/or any other typeof electric engine (not shown). The additional thrust may include thethrust provided by the one or more electric fans and/or any other typeof electric engine. If the prime power engine 702 is electric or ahybrid, then the electricity generated by the compressed gas power andthermal management system 100 may be used to provide additional power tothe prime power engine 702 or to a battery configured to supplyelectricity to the prime power engine 702. This additional power mayprovide the additional thrust via the prime power engine 702.

The electric engine may include any electric-powered device thatprovides thrust. Examples of the electric engine include a fan, a ductedfan, an unducted fan, a propeller, an impeller, a blower, a centrifugalfan, an axial fan, an electric propulsion device, an electric thruster,and an ion engine. A fan may be any apparatus with one or more rotatingblades that generates a fluid flow. Examples of the fan include a ductedfan, an unducted fan, a propeller, an impeller, a blower, a centrifugalfan, and an axial fan.

The examples of the augmented thrust system 700 shown in FIGS. 7 and 8rely on the compressed gas power and thermal management system 100.Alternatively or in addition, the augmented thrust system 700 may relyon any system that includes the tank 108 of compressed gas. For example,the augmented thrust system 700 may include only the tank 108 ofcompressed gas, the nozzle 802, and a valve (not shown) that isconfigured to regulate the flow of compressed gas to the nozzle 802, andthe controller 550 configured to adjust the valve.

The illustrated examples of the augmented thrust system 700 have theturbine 104 and/or the nozzle 802 located along a center axis of theaircraft 704. However, the turbine 104 and/or the nozzle 802 may belocated anywhere in or around the aircraft 704, such as in the wing, thenose, or the tail. The system that includes the tank 108 of compressedgas, such as the compressed gas power and thermal management system 100,may also be located anywhere in or around the aircraft 704.

FIG. 9 illustrates a flow diagram of example steps for augmenting thethrust of the prime power engine 702 of the aircraft 704. The steps mayinclude additional, different, or fewer steps than illustrated in FIG.9. The steps may be executed in a different order than illustrated inFIG. 9.

The first step in the illustrated example is to generate (902) a firstthrust by the prime power engine 702. Next, it may be determined (904)if additional thrust is desired. For example, the controller 550 oranother controller may determine if the prime power engine 702 iscapable of producing a target level of power and, if not, thenadditional thrust is desired.

If addition thrust is desired, then the first thrust provided by theprime power engine 702 of the aircraft 704 may be supplemented bygenerating (906) a second thrust for the aircraft 704 from the tank 108of compressed gas.

Generating (906) the second thrust may include directing a flow ofcompressed gas, which is released from the tank 108, in the direction706 that is opposite of the second thrust. Alternatively or in addition,generating (906) the second thrust may include exhausting compressed gasfrom the turbine 104 in the direction 706 that is opposite of the secondthrust. Alternatively or in addition, generating (906) the second thrustmay include powering an electric engine from electric power generated bythe electric generator 106, the electric generator 106 powered by theturbine 104 driven by a flow of compressed gas, which is released fromthe tank 108.

To clarify the use of and to hereby provide notice to the public, thephrases “at least one of <A>, <B>, . . . and <N>” or “at least one of<A>, <B>, <N>, or combinations thereof” or “<A>, <B>, . . . and/or <N>”are defined by the Applicant in the broadest sense, superseding anyother implied definitions hereinbefore or hereinafter unless expresslyasserted by the Applicant to the contrary, to mean one or more elementsselected from the group comprising A, B, . . . and N. In other words,the phrases mean any combination of one or more of the elements A, B, .. . or N including any one element alone or the one element incombination with one or more of the other elements which may alsoinclude, in combination, additional elements not listed.

While various embodiments have been described, it will be apparent tothose of ordinary skill in the art that many more embodiments andimplementations are possible. Accordingly, the embodiments describedherein are examples, not the only possible embodiments andimplementations.

What is claimed is:
 1. An augmented thrust system, wherein a prime powerengine of an aircraft is configured to provide a first thrust for theaircraft, the augmented thrust system comprising: a tank of compressedgas; and a turbine and/or a nozzle configured to generate a secondthrust by a flow of the compressed gas released from the tank andexhausted from the turbine and/or the nozzle in a direction opposite thesecond thrust, the augmented thrust system configured to supplement thefirst thrust with the second thrust, and wherein the augmented thrustsystem is configured to supplement the first thrust with the secondthrust to exceed a maximum sustained climb of the aircraft.
 2. Thesystem of claim 1, wherein the turbine is configured to be driven by theflow of compressed gas from the tank.
 3. The system of claim 1, whereinthe system further comprises an electric generator, and an electricengine, and wherein the electric generator is configured to be poweredby the turbine, the turbine is configured to be driven by the flow ofcompressed gas released from the tank, and the electric engine isconfigured to be powered by the electric generator.
 4. The system ofclaim 3, wherein the system further comprises a battery configured toreceive power from the electric generator, wherein the electric engineis configured to receive power from the battery.
 5. The system of claim1 wherein the augmented thrust system is configured to supplement thefirst thrust from the prime power engine of the aircraft with the secondthrust at an altitude greater than 30,000 feet.
 6. An augmented thrustsystem comprising: a tank of compressed gas; a heat exchanger configuredto receive a portion of the compressed gas from the tank at a lowerpressure than in the tank; a turbine configured to be driven by thecompressed gas from the tank that passes through the heat exchanger; anelectric generator configured to be mechanically powered by the turbine,wherein the electric generator is configured as a primary electric powersource for a load, wherein the heat exchanger is configured to cool theload from an expansion of the compressed gas released from the tank, andwherein exhaust from the turbine, a flow of compressed gas from thetank, and/or an electric engine powered by the electric generator is/areconfigured to provide thrust for an aircraft that supplements thrustprovided by a prime power engine of the aircraft.
 7. The system of claim6 further comprising a heat exchanger in the tank, wherein the heatexchanger in the tank is configured to transfer heat received from theload to the compressed gas within the tank.
 8. The system of claim 6further comprising a combustor configured to receive compressed gas fromthe tank via the heat exchanger, the combustor further configured toburn fuel mixed with the compressed gas from the tank, and the combustorfurther configured to exhaust into the turbine.
 9. The system of claim 6further comprising an expansion valve upstream of the heat exchanger.10. The system of claim 9, further comprising a second expansion valvedownstream of the heat exchanger and upstream of the turbine.
 11. Thesystem of claim 6, wherein the electric generator and the turbine are afirst electric generator and a first turbine, respectively, and whereinthe system further comprises a second turbine and a second electricgenerator, the second turbine is configured to mechanically power thesecond electric generator, the second turbine is further configured tobe driven by the compressed gas exhausted from the first turbine, one ofthe first and second electric generators is configured to generatealternating current (AC), and the other of the first and second electricgenerators is configured to generate direct current (DC).
 12. The systemof claim 6, wherein the system includes an integrated power and thermalmanagement system comprising the tank, the heat exchanger, the turbine,and the electric generator.
 13. A method to augment thrust of a primepower engine of an aircraft, the method comprising: supplementing afirst thrust provided by a prime power engine of an aircraft bygenerating a second thrust for the aircraft from a tank of compressedgas, wherein the generating the second thrust includes: directing a flowof compressed gas, which is released from the tank, in a directionopposite of the second thrust; and exhausting compressed gas from aturbine in the direction opposite of the second thrust, and/or poweringan electric engine from electric power generated by an electricgenerator, the electric generator powered by the turbine driven by theflow of compressed gas, which is released from the tank, and exceeding aprime power peak altitude of the aircraft by the supplementing the firstthrust with the second thrust.
 14. The method of claim 13 furthercomprising exceeding a maximum sustained climb of the aircraft by thesupplementing the first thrust with the second thrust.
 15. The method ofclaim 13 further comprising: releasing compressed gas from the tank intoa heat exchanger; transferring heat to the compressed gas in the heatexchanger from a load; driving the turbine by the compressed gas that isheated in the heat exchanger; and providing electric power generated bythe electric generator to the load as a primary power source.
 16. Themethod of claim 13, wherein the supplementing the first thrust with thesecond thrust is performed at an altitude greater than 30,000 feet. 17.The method of claim 15, wherein the load includes a directed energyweapon.
 18. The system of claim 1, wherein the augmented thrust systemis configured to supplement the first thrust with the second thrust toexceed a prime power peak altitude of the aircraft.